Dual engine exhaust aspirator



March 12, 1957 c. F. HENNEY DUAL ENGINE EXHAUST ASPIRA'IOR Filed July 13, 1951 RAILWAY CAR} J GO" R UB0 0 K m I 2 O J A l -O M 6 V 2 5 4 8 M 6 m4 L 4 U B T m 39% S 3 E P O E D. O N 6 3 Nd-M M 3 2 A U H 5 4 M P W P H M 2 E E T 7 2 O 4%. M 4 7 7 5 I 8 2 8 4 O7 8 3 0 l H 7 R R R l 3 K E a m I N 3 H 8% AN F r A 3 F 8 EA F I T I U n U m 5 M M M B .lm m N w I w Iv T I O H o a 5 I I 9 3m 5 m Foe. I

ya I F INVENTOR.

United States Patent DUAL ENGINE EXHAUST ASPIRAT OR Charles F. Henney, Dayton, Ohio, assignor to General Motors Corporation, Dayton, Ohio, a corporation of Delaware Application July 13, 1951, Serial No. 236,661

3 Claims. (Cl. 60-452) This invention relates to tempering apparatus and more particularly to apparatus wherein a plurality of internal combustion engines have their exhausts interconnected.

Where two or mone internal combustion engines are provided with a common or joint exhaust system, there is always the danger that if one of the engines is idle, the exhaust gases fromanother engine in normal operation will leak back into this idle engine and cause carbon fouling and possibly corrosion therein. Even though. valves are provided, carbon fouling and. corrosion is still possible because under the high temperature and corrosive properties of the gases, such valves are likely to leak.

It is an object of my invention to provide a common exhaust system for a plurality of internal combustion engines which will prevent any leakage of exhaust gas from an operating engine into an idle engine where it can cause corrosion.

It is another object of my invention to provide an aspirating exhaust system wherein the exhaust from an operating engine is used to apply an evacuating effect upon portions of the system not being used. The invention is illustrated by a system in which the exhaust of two diesel engines are connected each to a two-way v-alve. One position of each of the valve connections connects the ex haust with an. inter-changer which in turnconnects to the common aspirating device. The second position. of each of the valves connects to by-pass means which bypasses the interchanger and also connects to the common aspirating device. The aspirating device is arranged so that when gases are discharged from either of the muiflers or the i'nterchanger, an aspirating effect is created to evacuate gas from the other portions of the systems Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompanying drawings, wherein a preferred form of the present invention is clearly shown.

In the drawings:

Fig. 1 is a diagrammatic view of a tempering apparatus embodying one form of my invention;

Fig. 2 is an enlarged view of the multiple jet aspirating means shown in Fig. 1;

Fig. 3 is an enlarged view of one of the valve means shown in Fig. 1; and

Fig. 4 is an enlarged view of the inlet connections to the heat interchanger shown in Fig. 1.

Referring now to the drawings, the system is shown applied to a railway dining car illustrated in dot-dash outline only by the reference character 20. Underneath the car there is provided the diesel engines 22 and 24. However, other types of internal combustion engines may be substituted, if desired. The upper diesel engine is provided with a cooling fluid pump 26 which draws cooling fluid either from the radiator 28 or from the conduit 30. The cooling fluid is heated in its passage through the water jackets of the engine and is discharged through the discharge pipe 32. A thermostatically controlled valve 34 provided with a thermostat bulb 36 applied to the pipe 32 shuts off the fiow of cooling fluid to the radiator 28 whenice 2 ever the cooling fluid discharged from the engine is below a minimum temperature. When the cooling fluid is below the minimum temperature it is conducted by the conduits 38 and 40 to a sump tank 42.

The engine 24 is provided with a system which includes the pump 44, the thermostat valve 46, the radiator 48, and the conduit which connects to the conduit 46!. For returning the cooled fluid from the sump tank 42' to the engine pump 26 and 44, there is provided a conduit 52 which connects with the conduit 30 and with the inlet of the pump 44.

Connected to the bottom of the sump tank 42 is a conduit 54 which connects to the suction inlet of the pump 56 driven by an electric motor 58. Thepump" 56 discharges through a conduit 60 into a radiator 62 located inside the car 20. The car radiator 62 is of the fin and tube type and is provided with a motor driven fan 64 for circulating air from the car 20 through the radiator 62 to heat the air and return it to the car. The motor 58 which drives the pump 56 is under the control of a room thermostat 141 which is located in the car and having its bimetal element connected by the conductor 143 to one of the supply conductors while its stationary contact is connected by the conductor 14510 one terminal of the motor 58. The other terminal of the motor 58' is connected directly to a supply conductor. The motor which operates the fan 64 is connected directly across the supply conductors so that it operates continuously while the car 24) is being used. This circulation cools the cooling fluid and the cooilng fluid is returned from the car radiator 62 through the conduit 66 to the sump 42.

The exhaust from the upper diesel 22 is conducted by a pipe 68 to a two-way valve 70. This valve 70 is provided with valve seat areas 72 and 74 as illustrated in Fig. 3. Within the valve 78 there is provided a substantially V-shaped valve member 76 having its sides spaced about 40 apart. The valve member 76 can be moved into engagement with either the seat 72 or the seat 74. When one side of the valve member 76 is in contact with one of the seats, the opposite side of the valve becomes a vane against which the flow of exhaust gas impinges to force the valve member 76 more tightly against the seat on which it is seating. This tends to prevent vibration and chattering and also reduces leakage.

The valve member 76 in its alternate positions is adapted to alternately close the two exhaust gas passages 80 and 82. The exhaust passage 82 connects with the passage 84 extending through the heat interchanger 86. The exhaust passage 80 is a part of a by-pass passage which by-passes the heat interchanger 86. It includes a muffler 88 connecting with a tail pipe 90.

The engine 24 is provided with a pipe 92 connecting directly with the two-way valve 94 which is identical to the valve 70 as shown in Fig. 3. This two-Way valve in one position connects with an exhaust passage 96 connecting with the passage 84 leading into the interchanger 86. The connections of passages 82 and 96 with the passage 84 are in the form of a V connection having a total included angle of about 30. Adjacent the V connection, the passage 82 is provided with a venturi ring 83 and the passage 96 is provided with a venturi ring 85. This V connection and the venturi rings 83 and combine to form a jet aspirating action so that if exhaust gas is flowing through only one of the passages 82 or 96, a suction will be created in the other passage. This arrangement will prevent leakage from an operating engine to an idle engine through either of the passages 82 and 96 through either of the valves 7 0 or 94.

The valve 94 is provided with a second alternative position connecting with the passage 98 forming a part of a by-pass passage which by-passes the heat interchanger 86. This by-pass passage includes the muffler 121 and the tail pipe 123. The tail pipes 90 and 123 connect directly with the jet venturi aspirating members 125 and 127 which extend into the common discharge tube 129 at an angle of 30 to the axis thereof. The ends of the jets are cut 013? at an angle of 45 so that they, together with a venturi ring 131, provide the third venturi jet which is connected by the pipe 133 with the outlet of the interchanger 86.

As a specific example, the tubes 129, 133, 82 and 96 may have an internal diameter of about 3 /2 inches while the rings 131, 83 and 85 may have an internal diameter of about 3 inches. The pipes 90 and 123 have an internal diameter of about 3 inches while the jets 125 and 127 have an internal diameter of about 2 /2 inches.

The interchanger 86 is connected at the top by a tube 135 with a hot water tank 137 for providing hot water for washing dishes. The bottom of the tank 137 is connected by a conduit 139 with the bottom of the interchanger 86. This provides a system whereby when both engines are operating, the exhaust gas of both of the engines or one of the engines or neither of the engines can be caused to pass through the interchanger 86 to provide either the maximum or half the maximum or no heat for heating the water in the tank 137. When both engines discharge into the interchanger 36, the exhaust gas discharged therefrom causes an aspirating effect at the mouths of the jets 125 and 127 which applies an evacuating effect to both by-pass systems including tail pipes 90 and 123 and mufliers 38 and 121 and the passages 90 and 98. In this position the valve 7% Will be in the upper position and the valve 94 will be in the lower position. To cause the exhaust from the upper engine 22 to bypass the interchanger 86, the valve member 76 is turned to the lower position as shown in Figs. 1 and 3. This causes the gas from this engine 22 to flow through the by-pass passage and be discharged from the jet 125. This discharge assists the discharge from the interchanger 86 in creating an evacuating effiect upon the pipe and the mufiier 121. When it is desired to stop the flow of exhaust gas entirely through the interchanger 86, the valve member 94 is moved to its upper position so that the exhaust gas from the engine 24 passes through the by-pass passage and discharges from the jet 127. The flow of the exhaust gas through the jets 125 causes an evacuating effect upon the pipe 123 which tends to keep exhaust gases out of the interchanger 86 into pipes 89, 88 and 96.

While the form of embodiment of the invention as herein disclosed constitutes a preferred form, it is to be understood that other forms might be adopted, as may come Within the scope of the claims which follow.

What is claimed is as follows:

1. In combination, a plurality of independently operable internal combustion engines each having an exhaust pipe, heat interchanger means, by-pass means for bypassing said heat interchanger means, means including a valve for selectively connecting the exhaust pipe of each engine with the interchanger means or with the by-pass means, a common discharge means connected to the out lets of said heat exchanger means and said by-pass means, and an aspirating multiple jet venturi device having the jets discharging into a common low pressure chamber connecting said heat interchanger means and said by-pass means with said common discharge means.

2. In combination, a plurality of independently operable internal combustion engines each having an exhaust pipe, heat interchanger means, by-pass means for bypassing said heat interchanger means, valve means for selectively connecting the exhaust pipe of each engine with the interchanger means or with the by-pass means, a common discharge means connected to the outlets of said heat exchanger means and said by-pass means, and separate aspirating jets extending at an acute angle in the same general direction of flow into said common discharge means and having their inlets connected to said by-pass means for enabling one operating jet to induce an evacuation from an idle jet.

3. In combination, a plurality of independently operable internal combustion engines each having an exhaust pipe, a heat interchanger common to said engines, by-pass means for by-passing said heat interchanger, valve means selectively connecting the exhaust pipe of each engine with said interchanger or with said by-pass means, a common discharge means, a first aspirati'ng jet discharging into said common discharge means having its inlet connected to said by-pass means, and a second aspirating jet discharging into said common discharge means having its inlet connected to said heat interchanger.

References Cited in the file of this patent UNITED STATES PATENTS 1,015,145 Davis Jan. 16, 1912 1,132,391 Ruttle Mar. 16, 1915 1,214,921 Hough Feb. 6, 1917 1,358,947 Fulton Nov. 16, 1920 2,322,522 Iohansson June 22, 1943 FOREIGN PATENTS 89,616 Switzerland Oct. 1, 1921 182,786 Great Britain Mar. 8, 1923 684,993 France Mar. 25, 1930 833,256 France July 18, 1938 

